Internal-combustion engine



C.'V. FITE AND C. C. CODDINGTON.

INTERNAL COMBUSTIO-N ENGINE.

C. V. FITE AND C. C. CODDINGTON. INTERNAL COMBUSTION ENGINE.

C. V. FITE AND C. (LICODDINGTON.

,INTERNAL COMBUSTION ENGINE.

APPucAnoN man `1AN.30.1919'.

Patented May 4,1920.v

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IAC. Vl FITE AND C. C. CODDINGTON.

INTERNAL COMBUSTION ENGINE.

M'PUCAHON HLED 1AN.30,1919.

Patented May 4,1920.

4 SHEETS-SHEET 4.

UNITED STATES 'PATENT carica.

CEPI-IAS V. FITE .AND CHARLES C. CODDINGTON, 0F CHARLOTTE, NORTHCAROLINA.

INTERNAL-COMBUSTION ENGINE.

To all 'whom t may Concern Be it known that we, CEPHAS V. FITE andCHARLES C. CoDDINGToN, citizens of the United States, residing atCharlotte, in the county of Mecklenburg and State of North Carolina,have invented new and useful Improvements in Internal CombustionEngines, of which the following is a specification.

This 'invention relates to four-cycle internal combustion engines, andone object of the same is to utilize the explosive force of the fuel orfuel mixture to the best power generating advantage by the employment-in each cylinder unit of two working pistons having differentiatingtimed operations in regular order and receiving the fuel or mixturebetween them under compression and subjecting it to additionalcompression previous to ignition.

A further object of the invention is to eliminate cylinder valves and,in fact, all valves as much as possible in connection with the cylinderof an internal combustion engine and to rely upon two working pistonsnot only to eect a preliminary and subsequent compression of the fuel orfuel mixture but to control the admission of the fuel or fuel mixturebetween the pistons under partial compression for the purpose ofvadditional compression thereof prior to ignition and finally toexpedite the exhaust of the spent gases and a thorough scavenging ofeach cylinder unit.

A still further obect of the invention is to reduce the usual equipmentor accessories of each cylinder unit to a minimum and thereby materiallyreduce the cost of manufacture and also avoid the wear of parts and thenecessary repair and replacement thereof with advantages in the positiveaction of the engine as a power generating medium and wherein the partsare compactly arranged and are of comparatively simplified construction.

lVith these and other objects and advantages in view, the inventionconsists in the referred construction and arrangement of tie severalparts which will be more fully hereinafter described and claimed.

In the drawings: v

Figure 1 is a transverse vertical section through one of the cylinderunits of the improved internal combustion engine show- Specification ofLetters Patent. Patented lay 4, 1920.

Application filed January 30, 1919. Serial No. 274,015.

ing the pistons at the beginning of the power stroke.

Fig. 2 -is a similar View illustrating the pistons and coperatingmechanism at the end of the power stroke or beginning of the exhaust.

Fig. '3 is a similar view showing the pistons operating to clear thecylinder of the burnt gases.

Fig. 4 is a similar view illustrating the beginning of the in-takestroke when a vacuum will be formed between the two'working pistons andthe mixture compressed by thet compression element of one of thepistons.

Fig. 5 is a similar view showing the pistons arranged in position toreceive the eX- plosive charge to subject the same to fur-' thercompressionand ignition and also illustrating the completion of onepower stroke relatively to the pistons and coperating parts shown byFig. 1.

Fig. 6 is a horizontal section taken in the plane of the line 6 6, Fig.1.

Figs. 7, 8, 9, 10 and 11 areviews, respectively, similar to Figs. 1, 2,3, 4 and 5, and illustrating the use of a sleeve valve motion inaddition to the two working pistons and other parts embodying thefeatures of the invention.

Fig. 12 is a horizontal section taken in the plane of the line 12-12,Fig. 7

The numeral 5 designates a main combustion cylinder having thereon acompres-- posed within the crank case and dome or cap. -Within each'cylinder twoworking pistons 13 and 14 are mounted and preferably formedhollow with their inner closed working faces 15 and 16 in opposition,the

outer ends 17 of the pistons being open for convenience of operativeassociation therewith'of connecting rods 18 and 1.9-, respecl 4 when thelower working piston 13 is at the tively, attached to the cranks 11 and12 of. the shafts 9 and 10. Each cylinder has anA i'n-take pipe 20 whichis attached or ape plied to the lower portion of the compresvsioncylinder 6 and opensinto the latter, the

said pipe being provided with an inwardly opening check valve 21. At anintermediate point each cylinder is provided with `an exhafust port 22opening into an exhaust pipe 23, and in addition the cylinder isprovided with the usual water jacket 24 which will be readilyunderstood. At a suitable distance below the exhaust port 22 a sparkingplug 25 is exposed to the interior of the cylinder, said plug being sopositioned relatively to the strokes of the working pistons thatignition will be effected at the time upper limit of its strokewithinthe cylinder. vThe upper part'of the cylinder at one side isformed with a by-pass 26 opening into the 'lower portion' of thecompression cylinder 6and communicating therewith is an in-take port 2-7which extends vertically or yis elongated?` and intersects and fullycommunicates with a lower port 28 opening into. the combustion chamber 5defined by the cylinder and in which the pistons have 4reeiprocation.`The by-pass 11 is formed by recessing or diametrically diminishing theupper portion of the wall of the upper working cylinder 14, as at 29,the two pisv tons 13 v and 14 closing and pening the exhaust port 22 andports 27 and 28 at regular intervals during the cycles or the com`pletion of one power stroke of the pistons. In the Iform of the'internal combustion engine as shown by Figs. 1 to 6, inclusive, the'working pistons 13 and 14 directly bear against lthe inner surface ofthe wall of the` combustion chamber 5aL and will be provided withsuitable packings orpacking rings to obstructleakage and on the upperend of` the upper piston 14 is a compression piston 30 which extendsoyer or projects laterally relatively to the upper end of the saidpiston and engages the wall of the compression cylinder 6 and worksevenly oi' regularly with the said upper piston .to which i.t\is

fixed. The'compression piston^30 also con- 'trols the open and closedposition'pf the'intake' pipe 20 relatively to said compression cilinderand thereby regulates thefinlet of e=fuel or fuel mixture into thecompression cylinder and the main combustion cylinder.- The compressionof. the charge of' fuel orfuel mixture below the cgmpression piston 30fis effected .against the lupper exi posed portion 31"'of the end of thecylinder 5 located within the compression cylinder 6 and also downwardlythrough 'the' by-pass l 26 'and port 27 this compression-of the fuel oryfuel mixtureI being. effected 4bytheA compression 'piston when the port28' tothe combustion chamber is closed by the almirerA moves slower than'the piston 13, theproportion as to time shown being one half, or, inother'words, the piston 14 moves at one halfthe rate of speed of thepiston 13. Thistimed operation is accomplished by securing on the lowercrank shaft 9 a sprocket wheel 32 andg applying to the upper crank shaft10 a sprocket wheel 33 which is twice the diameter of the said lowersprocket wheel, these sprocket wheels being connected by a chain belt34. For the purpose of practical illustration, the sprocket wheels 32and '33 and the chain belt 34 are shown as the motion transmitting andtiming means between the crankV shafts 9 and 10, but it will beunderstood that any other suitable mechanical devices such as connectedgearing might beused without in the least det will also be observed thatthe upper connecting rod 19 is attached to the crank 12 in closerrelation to the upper crank shaft 10 than is the ldwer connectin rod 18to its crank 11, and this difference v1n attachment of the connectingrods also affects and provides for the difference in time of movement ofthe two working pistons 13 and 14. When then pistons 13' and 14 havebeen driven apart by the explosion orv combustion of the fuel or fuelmixture, the lower working'piston 13 naturally depresses more rapidlywithin the'cylinder and drives the crank shaft 9 at a greater rateofspeed than the crank shaft 10 connected to the upper piston parting fromthe spirit of the invention.

14 l which has a slower rising movement within the cylinder, and as theupper piston 14 rises, ity elevates the compression piston 30 to clearthe communication of the in-take pipe rwith the compression c linder 6and permit the latter to be chargyed, the upper piston 14 at this timebeing closed .over the iii-take port 27, as shown by Fig. 2, and theby-pass feature at such time also being clear or free of the Acombustionchamber or at an `elevation above the said port 27. At this time alsothe 'lower combustion chamber port 2 8 'is closed by the lower workingpiston 13 and such piston rem-ains in this position, as illustratedby-.Fig. 3, owing to the .fact that the lower crank 11 is turning im theregular arc of a circle relatively to the '.f'point of attachment of theconnectin rod 4118 the lower'pisto'n 13 and until the upper piston 14clears the exhaust port 22 and permits the spent gasesand products of ycombustion to pass outwardly through the said exhaust port into theexhaust pipe 23,

the upper working piston 14 being' at the highest point of its strokeand the Compression cylinder 6 below the compression piston 30 is fullycleared for a charge of fuel or fuel mixture below the compression--piston.` YWhen the lower` crank 11 continues around as shown by thearrow in Fig. 3,

' until it reaches a little higher point than shown in said gure, thelower working piston 13 starts to move upwardly to force the charge ofspent gas and the remaining products of combustion fully fromthecombustion chamber 5a so that the latter is t-horoughly scavenged orcleaned prior to the admission of a new charge thereto. This upwardstroke of the lower working piston 13 continues until the lower crank 1lI reaches the position shown by Fig. 4 and at such time the upper crank12 will have passed the vertical center of its shaft 10 and moved to theright thereby causing the upper working piston 14 to descend andeffecting a compression of the charge in the compression cylinder V6beneath the compression piston 30, such compressing force causing thecheck valve 21 to be forced into closed position and thereby relievingthe in-take pipe 20 of back pressure. The compression of the charge inthe compression cylinder 6 continues until the compression piston 3()has its lower side in close adjacency to the `upper end 31 of thecylinder 5 exposed within the said compression cylinder and at such timethe upper working piston 14 will have descended to the lowermost limitof its stroke within the combustion chamber 5a of the cylinder 5,closing the exhaust port 22 and bringing the by-pass structure of thecylinder into position 'to liberate the compressed charge by opening thein-take port 27, the compression of the charge being effected for acertain interval downwardly through the by-pass and port and into theport 28. AThe lower working piston 13, however, will not have at suchtime fully cleared the port 28 communicating with the combustion chamber5a, it being necessary for thelower crank 11 to descend below itsshaftfso that the connection for the rod 18`will be in verticalalinement with said shaft, and when this position of parts i continuingto slowly move downwardly into the combustion chamber, and when it hasreached its lowermost stroke will remain 1n a maximum lowered posltionfor an interval move upwardly again within the combustion chamber willcompress the charge until the lower piston again arrives at thepositiony shown' by Fig. 1 when explosion or combustion of the chargewill be effected and the pistons again driven apart as hereinbeforeexplained. This cycle of operations will be effected regularly and itwill be seen that the preliminary compression of the charge of fuel orfuel mixture will be materially advantageous for the rapid supply offeed thereof between the two working pistons 13 and 14 when the lowerport 28 is opened by the maximum descent lof the Vlower working piston13 and at such time it vwill be understood that the exhaust port 22 Inthe modified form of the engine shown by Figs. 7 to 12, inclusive, theAdouble working piston construction and the compression piston andrelative parts are the same as in the first form described and similarreference characters have been, applied to corresponding parts. featuresheretofore described, the modified form of the engine has a lowerexhaust port 35 communicating with an exhaust pipe 3G and by. this meansthe combustion chamber 5fL will be more quickly relieved ofthe spentgases and products of combustion as the lower exhaust port 35 is openedto the combustion chamber 5a simultaneously'with the upper exhaustport22. In the modified construction also the upper working piston 14 isprovided with a depending sleeve valve 37 which is preferably anintegral part of said piston though it may be a separate device attachedthereto as a continuation of the same. The sleeve valve 37 is formedwith a fuel or fuel mixture inlet port 38 to register with the port 28and also withan exhaust port 39 to register with the exhaust port 35 andan upper larger -port or opening 40 which alternately registers with theupper exhaust port 22 and' exposes the sparking plug at the properinterval to ignite the charge compressed between the inner closed endsor faces 15 and 16 of the working pistons 13 and 14. 'The piston 13moves Awithin the sleeve valve 37, the latter regularly shiftingvertically with the upper piston 14 in the same timed relation withoutin the least interfering with the more rapid Vstroke of the lower piston13 moving therein. Bythe use of the sleeve valve 37 the part of the wallof the combustion chamber 5a engaged by the working piston 13 as shownby Figs. 1 to 5, inclusive, is relieved of wear due to the -quick actionof the In addition tothe .tle several -ports of the'latter relatively tothe combustion chamber which is defined by the'said sleeve valve. Theignition of the successive charges and the explosion or combustionl ofthe latter4 takes place in the modified construction in the sleeve valveand thereby the cylinder is protected'and will be rendered more durableand efficient. It is obvious that the ypiston with the sleeve valve maybe more readily replaced than the cylinder in the event of deteriorationof the sleeve valve in part serving as the combustion chamber. It isalso possible in the modified structure to form the cylinder of a lowergrade 'of metal than the sleeve valve in View of the fact that the innerwall of the cylinder is Vrelieved of direct engagement and deteriorationof the exploded gas and products of combustion.

The general operation 4of the several parts as shown inthe modifiedconstruction is-the same as in the first form of the de-l vice with theexception of the double exhaust and indicating that one or morel exhaustports and pipes may be used, the object bein to quickly liberate thespent gases and pro uctsl of combustion from the combustion chamber.Briefly referring to the operation of the modified construction, it willbe seen from the position of the parts shown by Fig. 7 that the enlargedport or opening 40 is opposite the sparking plug and exposes the latterto the compressed charge of fuel or fuel mixture between the pistons 13and 14 when ignition is about to take place. The two -pistons as shownby Fig. 8havebeen affected by the explosion of the charge andhavereached the end of their power stroke, the upper piston 14continuing to slowly -rise until the orts 39 and 40 register with'thelower an upper exhaust ports 35 and 22 While the lower piston 14continues to descend to clear the lower port 39. During this exhaust theport 38 is elevated a. distance from the port 28 and the latter port isclosed by the sleeve valve 37 and also the port 27 is closed by theupper piston 14, the compression cylinder 6 then receiving a charge ofthe fuel or fuel mixture through the intake v20, as in the firststructure. In the position of the pistons as shown by Fig. 10, theexhaust has been completed and the compression piston starts Yitsdescent with the upper .working piston 14 and the lower piston 13 asclosed, v'the lower port 39 is about to descend, while the upper workingpiston 14 and sleeve valve Filg. 7

avingfully described our invention, we claimi 1. In an engine of theclass specified, an

interiorly unobstructed single main cylinder having a compressioncylinder at one end thereof, two oppositely disposed crank shaftsrespectively arranged `near one end of the main cylinder and the outerend of the y compression cylinder, two pistons mounted in the cylinderand connected to the shafts and movable" toward: and from each other,one of the pistons having means fixed thereto and movable therewithinthe compression lcylinder to compress the) fuel toward the adjacentend of the main cylinder, and means for effecting a slower movementofone piston than 'the other. 4

2. In an engine, of the class specified, an interiorly unobstructedsingle main cylinder having a compression cylinder at one end thereofprovided with fuel supply means, two oppositely disposedcrank shaftscoordinated with the saidcylinders, and

ignition means mountedin and exposed through an intermediate portion ofthe main cylinder, and two pistons mounted to operate in the maincylinder at different speeds and connected to the crank shafts, theslower moving one of the pistons having a compression piston fixedthereto and mounted to have the same timed movement in the compressioncylinder to compress'the fuel toward one end of the main cylinder andinto the latter.

3. In an engine of the class specified, a single main cylinder, twooppositely disposed crank shafts coordinated with the main cylinder, twopistons mounted in the cylinder and 'connected to the shafts and movabletoward and from each other, the one piston having means fixed theretoandmovable therewith for compressing the fuel toward one end of the maincylinder, and means for effecting a movementl of one piston one-half`slower in time than the movement of the' remaining piston. 4. Inanenginef of the class specified, a main cylinder having a compressioncylinder, themain cylinder havin a by-pass in itsfside wall opening intot e upper and lower .extremities thereof to establish communication withthe compression cylinder, two crank shafts. cordinated with thecylinders, and ignition means mounted in and exposed through anintermediate portion `of the main cylinder, andtwo pistons mounted inthe main cylinder and\eonnected to-the said shafts and one having alslower movement than the other, the slower moving piston operating toopen and close the by-pass at intervals to alternately establish and cutolf communication'between the compression cylinder and the maincylinder, a compression piston being mounted in the compression cylinderand connected to the slower moving piston in the main cylinder andoperating to compress the fuel toward and into the by-pass and betweenthe pistons in the main cylinder.

5. vIn-an engine of the class specified, an interiorly unobstructed maincylinder having a fuel by-pass with an interior opening adjacent to oneend of the cylinder and extending downwardly through a part of the wallof the cylinder and also opening into the lower portion of the latter,the cylinder being further provided with exhaust means, twoshaftscoordinated, with the cylinder, ignition means mounted in and exposedthrough an intermediate portion of the two oppositely working pistonsmounted in the cylinder and connected to the shafts, the one pistoncontrolling the opening and closing of the opening of the by-passadjacent to one end .of the cylinder and the remaining pistoncontrolling the opening and closing of the remaining opening of thebypass.

6. In an engine of the class specified, a main cylinder provided with acompression cylinder atone end `and having a fuel supply inlet means,the' main cylinder having a by-pass inlet-means extending through a partof the wall of the same and opening into thel upper and lower portionsthereof, the main cylinder also being provided withan exhaust means, twoshafts 4coordinated with the cylinders and two oppositely Workingpistons mounted in the main cylinder and connected to the shafts,'theone piston moving slower than the remaining piston and controlling theopening and closing of the by-pass and having a compression pistonconnected thereto and movable .in the compression `cylinderto compressthe fuel toward one end of the main'cylinder, and ignition means mountedin and exposed through an intermediate portion of the main cylinder.

7. In an engine of the class specified, a main cylinder provided with acompression cylinder having a fuel inlet means, the main cylinderhavingA a by-pass inlet extending through a part of the same and openinginto the lower portion thereof, the main cylinder also being providedwith exhaust means, two shafts coordinated with the cylinders, and twooppostely working pistons mounted in the main cylinder and connected tothe shafts, the one piston moving slower than the other and controllingthe opening and closing of the by-pa'ss relatively to the main cylinderand also having a compression piston connected thereto and moving in thecompression cylinder.

8.'In7 an engine of the class specified, a main cylinder provided witha'compression 'cylinder having fuel inlet means, the main' cylinderhaving a fuel by-pass inlet means extending through a part of the sameand opening into the lower portion thereof and also having exhaustmeans, two shafts coordinated with the cylinders, and two oppositelyworking pistons mounted in the main cylinder and connected to theshafts, the one piston moving slower than the other and having a portionof the by-pass formed therein and controlling the opening and closing ofthe by-'pass relatively to the main cylinder, the slower moving pistonalso hav-- ing a compressionl piston connected thereto and moving in thecompression cylinder,

`9. In an engine of the class specified, a main cylinder inclosing acombustion chamber and having a compressioncylinder on one end thereof,said compression cylinder being normally fully open to the main cylinderand provided with a fuel inlet, the

main cylinder having a fuel by-pass with an Vinlet opening adjacent tothe compression cylinder and an inner outlet'opening at an intermediateportion of the-said main cylinder, a lower 4crank case secured to thecylinder, crank shafts respectively extending into the crank case andover the compression cylinder, two pistons in the combustion kton in thecompression cylinder, ignition means mounted in and exposed through theintermediate portion of the main cylinder to act between the opposingends of the pistons in the combustion chamber, and connections betweenthe crank shafts and the pistons.

10. In an engine of the class specified, a main cylinder embodying acombustion chamber and having a compression cylinder onthe top thereoffully open into the said main cylinder and provided with a fuel supplyinlet, the main cylinder adjacent to the combustion chamber having aninlet and a by-pass in the wall thereof, the by-pass having an'outlet atthe intermediate portion of the main cylinder, two crank shafts inopposition and disposed adjacent to the main and compression cylinders,two pistons with inner closed ends movable in opposite directions inthe, main cylinder and respectively connected to the crank shafts, oneof the pistons having a compression piston movable in the compressionchamber, the said compression piston and the piston to which it isattached controlling the inlet.

of the fuel to the compression chamber and to-the by-pass, ignitionmeans disposed at an lintermediate point in the combustion chamber, andmeans cooperating with the craiik shafts for causing one piston to moveslower than the other,

11. In an engine of the class specified, af main cylinder having acompressionl cylinv der, two oppositely disposed crank shafts disposedadjacent to the outer ends of the main and compression cylinders, twopistons mounted and movable in opposite directions in the maincylinderand connected to the crank shafts and movable parts and to eachother, the one piston having a compression piston connected thereto andmovable in the' compression cylinder, the compression and main cylindershaving fuel inlet` means o ened andclosed respectively'by the one pistonin the main cylinder and the come pression piston, the main cylinderalso having exhaust means, intermediately positioned i niting meansexposed through an interme iate portion of the main cylinder between theinner opposing ends of the two` pistons in said latter cylinder, crankshafts,l

and means coperating with the crank shafts forcausing. the one pistonhaving the compression piston connected thereto to move' slower than theother pistonin the main cylinder.l

12. In an engine of the class specified, a main cylinder having a fuelby-pass extending through a part of the same and opening into the lowerportion thereof, a'compression cylinder on the main cylinder and havingfuel inlet means, the compressioncylinder also having communication atintervals with the main cylinder through the Auel inlet to' thecompression cylinder, the

piston in ,the main cylinder having the compression piston connectedthereto also controlling the opening 'and closing ofthe bypassrelatively to the main cylinder.

13. In an engine of the class'specified, a main cylinder having acompression cylinder with a fuel inlet, the main cylinder having aby-pass extending through a part of the same and provided withan inletadjacent to the compression cylinder andan outlet into the lower portionofthe main cylinder, the main cylinder also being provided with exhaustand ignition means, two shafts coordinated with the main andcompression,l cylinders, and'two oppositely working pistons mounted inthe main cylinderdand connected to the shafts and one moving slower thanthe other,

the slower moving piston having a compres sion piston working in thecompression cylinder and the two latter pistons controlling the inlet ofthe fuel to the compression cylinder and the main cylinder. '14. Anengine of the class specified comprising a cylinder having a fuelby-pass inlet communicating with opposite portions thereof and alsoprovided with exhaust and ignition means, and reversely working pistonsmounted in the cylinder and the one j moving slower than the other, theslower moving piston controlling the inlet of fuel to the by-pass andthe remaining piston controlling inlet of the fuel tothe cylinderbetween the two pistons.

15. An engine of the class specified comprising a main cylinder having afuel bypass having two points of communication with the cylinder,a'compression cylinder cooperating with one end of the main cylinder andhaving a fuel inlet, the main cylinder also being provided with exhaust`and ignition means, and two pistons working in opposition in the maincylinder and one moving slower than the other, the slower moving pistonhaving a compression piston in the compression cylinder controllinginlet of,

fuel to the latter, and the said slower moving piston also controllingthe one point of communication of the by-passwith the cylinder and theremaining working piston in the main cylinder controlling the otherpoint of communication of the byass with'the main cylinder, the fuelbeing compressed into ythe by-pass by the compression piston prior tocommunication of the said by-pass with the interior of the maincylinder.

16. An engine of the class specified comprising a main cylinder havingfuel inlet and exhaust means, ignition. means mounted in and exposedthrough an intermediate pqrtion of the said c linder, and workingplstons mounted wit inthe said cylinder and moving in opposition to eachother, the slower moving piston controlling the inlet l'Ol ,of the fuelto the cylinder 'and the remaining pistonv controlling the inlet of fuelbetween the two pistons,and one slower than the other, the inneropposing ends of the pistons being closed. Y

17. An engine of the class specified comprising a main cylinder havingopposite open ends and provided with fuel inlet, exhaust andignition-'means and also provided with means for preliminarilyvcompressing the charge of fuel toward the one endof and forcing thecompressed charge into the main cylinder, and two` working pistonswithinl t e main cylinder having inner o posing compressing facesbetween which t e preliminarily compressed charge is delivered andfurther compressed prior to ignition,

the one piston moving slower than the other 1.

b ut both connected for simultaneous opera-I tron, the ignition meansbeing mounted in and exposed through an intermediate pori the otherlpiston is mounted to move, the sleeve'valve having ports for admittingthe charge of fuel to the cylinder between the pistons and for openingthe exhaust means -and exposing the ignition means, the one pistoncontrolling the inlet of fuel to the main cylinder and the remainingpiston controlling the inlet of fuel to the cylinder between i the twopistons.

19. An engine of the class specified co-mprising a main cylinder havingfuel supply and fuel'inlei'l exhaust and ignition means, and two workingpistons mounted within the cylinder and moving in opposition to eachother, the onepiston having a sleeve valve within which the other pistonhas movement, the piston carrying the sleeve valve having a slowermovement than the remaining Y piston and the sleeve valve formed withports to permit entrance of the charge of fuel intothe cylinder betweenthe pistons, to open the exhaust means and to expose the ignition means,the piston with the sleeve valve operating to control the inlet ofthe-fuel through the sleeve valve from the fuel supply means of themaincylinder and the remaining piston working to control the inlet of fuelwithin the sleeve valve between the two pistons.

20. engine ofthe class specified coml i prising a main cylinder withfuel inlet and upper and lower exhaust means and ignition means betweenthe said exhaust ports, the main cylinder also having a compressioncylinder at one end normally. open thereinto, and pistonsf working inopposition within the cylinder, the one piston having a sleeve valvewithin which the remaining piston is mounted and also having acompression piston fixed thereto and -movable in the compression clinder, the sleeve valve being pro'- vided wit ports to permit entranceof the fuel charge in the cylinder between the pistons, and to'exposethe upper and lower ex- .haust lmeans and the ignition means at properintervals.'

21. An engine of the class specified comprising a main cylinder having afull compression cylinder at one end and a fuel inlet and upper andlower exhaust ports and ignition means between the said exhaust ports,I

and two main pistons. working in opposition' witlhin the cylinder, theone piston having a l vcompression piston connected thereto and workingin thecompression cylinder and also provided' with a sleeve valve withinwhichthe remaining main piston is mounted to operate, the sleeve valvebeing provided with ports to permit the entrance of the Jfuel chargeinto the .cylinder 'between'the mainv pistons and to expose the exhaustports and the' ignitin means at proper intervals.

In testimony whereof we have hereunto set our hands in presence ofjtwosubscribing witnesses.

. CEPHAs v. y

CHARLES c. coDDiNGToN.

Witnesses: a 1 v HARRY O. FOSTER, l .Cms A. RUPP.

